Automatic braking-air-admission valve for automobile engines



Oct. 7, 1930. s. s. c. HUFFAM ET L AUTOMATIC BRAKING AIR ADMISSION VALVE FOR AUTOMOBILE ENGINES Filed Dec. 6, 1926 2 Sheets-Sheet 1 aim/MM. E. J. Hera e. s. c. HUFFAM Er 5|. 1,777,971 AUTOMATIC BRAKING AIR ADMISSION VALVE FOR AUTOMOBILE ENGINES Oct. 7, -1 930;

Filed Dec. 6, 1926 2 Sheets-Sheet 2 6. 5.6. fluflrcm Qrur 5.7.863;

GO 1 soas to .open the ports 113 and allow'atmos- I i brought out through) the up per sectirm 128 of the casing 129. These Wires are connected- "in series into the circuit of'ithe car generator The. generator current consequently traverses the coil 119 and'when a current of; sufficient value passes, the armature 121 ispulled downward, compressing the spring 127, forcing down the cap 122 and the stem rod 123, and thus opening the valve 125.

' 130is a checkpin whichlimits the upward movement of the armature 121. As shown 'in Fig; 4, the spring 127is partially compressed and the valve 125 is open. 131 is a block of insulating material-adapted to carry the line terminals 132 which are screwed into it. The'casingis conveniently made inthree portions, namely, the lower portion containing the valve casing and the. air cylinder,the mid ring portion which in-; cludes the solenoid spool, and the top por-' 7 tion 129 which encloses the solenoid andcaiy ries the cap 133.

The operation is as follows: Under idling conditions the output of current by thegenerator is very small or the generator circuit is entirely broken at the automatic cut-out; consequently the flux of V current through the solenoid coils 119 is insuflicientto energize the solenoid so as to move thearmature 121. The armature 121 is therefore at top position, the spring 127 is extended. and the valve 125 is closed on its seat. The vacuum depression in the manifold tends to hold the valve 111 closed on its seat 112, and free air does not therefore enter'the manifold, VlVhen the car is runnlng under load at a speed exceeding about 10.1niles per hour, the generator, ac-

cording to the adjustment of its brushes or other controls, delivers current at a rate which is sufficient to energize the solenoid and cause it to force down the armature 121 and thus open the valve 125, provided that the tension of the spring 127 is suficiently relaxed to permitit to be compressed by the armature action. The spring 127 is tensioned to hold the valve 125 closed when the current at a low rate only is passing through the solenoid windings and "it is not stiif enough to resist the armature pressure upon it under ordinary running conditions when the generator is delivering current at a nor- 7 mal rate.

. Upon the openingof the valve 125 the cylinder 118 is connected to the manifold through the tubular rod 114 and a condition of partial vacuum established in the cylinder 118. The atmospheric pressure acting below the piston 115 then tends to force that piston upward and thereby lift the valve 111 pheric air to pass underthe valve 111 past the seat 112 into the manifold, but the piston 115 in rising must compress the loading spring 117. The tension of that spring is vplaced 1driver.-- With the solenoid coil thus short its seat by the adjusted so that .it resists compression correspondmg to the degree of vacuum in the cylinder 118 under driving conditions.

When the carburetter throttle is open more or less the atmospheric depression in. the manifold is correspondingly reduced. I The atmospheric depression in the cylinder 118 will therefore vary according to the degree of throttle opening. With a wide open throttle .a low degree of vacuum only will exist in the cylinder 118, but if the throttle be fully. closed whilst the car is in motion, the

gear being left engaged, maximnm atmospheric depression will exist in the manifold and in. the cylinder 118, and this depression will be enough to compress the spring 117 and allow the piston 115 to rise. Consequently,ugiven a proper adjustment of the tension of the spring 117,',the piston 115 will be raised by pneumatic action only under coasting conditions and will" not be raised under 7 running conditions.

The valve 111 will therefore be opened only under coasting conditions, and only under these conditions will free air be admitted via the ports 11?) into themanifold. 1 7.

.To provide, however, against weakening ofthe spring 117 and to ensure that the air valve 111' cannot open under load running conditions, the line terminals of the solenoid maybe short circuited, by a hand switch convenientlyv for operation a by the circuited the armature 121 will not be moved and the valve 111 will then remain held on pressure of the spring 117 acting above the piston 115. and also by the atmospheric load above it which tends to bear it down on the seat 112.

An arrangement is thus provided whereby the supply of air for braking purposescan be controlled entirely automatically with a check against accidental operation. The en gine will not get air under idling conditions or whilst running under load with the throttle partially or fully opened, but itwill get I a full supply of braking airinto the manifoldif the carbe running in gear'at any ordinary driving rate with the carburetter throttle closed.

What we claim as our invention and desire to secure by Letters Patent is 2- 1. An attachment for automatically supplying free air to automobile engines under coasting conditions, comprising a casing adapted to beconnected into the engine manifold, a cylinder in said casing, a spring loaded piston in said cylinder, a normally closed air admission valve operated by said piston, a check valve controlling a passage from the manifoldto the interior of the cylinder, electromagnetic means for opening said'check valve to procure evacuation of air from the cylinder to themanifold and so permit the piston and the air admission valve to be v 1- I 1 I r 1,-7jz7,'9 71 lifted atmosphericpressure when the Fclesaid auxiliary valve Fo p en hen the solenoid pression in the manifold is in excess of that is energized. a v V V p-roduced by operation of the engine running In tGStImOfiyWhGI'GOf WGjafliXDHI' slgna-Q idle or-runningunde'r load. I s wires. 7 "2. An attachment forautomaticallyradmitv GORDON STANEEY C Q E M- tingfree air to automobile engines "under V ND JOS -J boasting conditions including a piston an air I admission valve operated thereby, a check valve controlling a: passage from thefmanii I I fold to the cylinder in Whichthe piston V T f Works,' 'electroinagnetic means for opening a said check valve to evacuate 'air" from' tlie "cylinder to open the airvalve, said means I adapted tobeinclu'ded in a'circuitiniivhi'chr j a. t V w a the strengthof the "current var-ies with the I i r "enginespeed. K a I i I v l 3. An attachment according to" claim 1 characterized" in that the air admission valve is fullj closed Whentheiengine is running" I v i a idle orru'nning 'u'nder'load and is automati- V 1 a s5 'eal'ly opened by pneumatic action to admit freeaii' to theman'ifold onl under coasting conditions. v

4. An attachnientaccording to claim 1 in ,7 i

Which the check'valve in-thecylinder"mania fold connection is norma'llyclos'ed, and is" a 7 opened only when the magnetic flux from the electromagne't is in excess of, a predetermined-measure, I t v 30 5. A11 attachment'fo'rautomaticallysup- I v ,K V

"plying free air to automobileiengines, comprising a tubular casing adapted to be con- Y nected into the nianifolcl at O IiQ POlD t only,

a cylinder in said casing, anair admission i v I valveya piston for operating saic 1valve,fa I v passage through the stem ofthe piston c'onnecting' t'hecylinder with the manifold, a 'check'valve normally closing said passage, electromagnetic'meansfoi opening said check V V 40 valve to evacuate airfrom the cylinder. to i '1 allow the piston to be lifted by atmospheric i 7 pressure beneath it and thereby open the air admission valve.

6. Anattachm'ent according to claim 1, I

45 \vbe'reintlieairvalve is automatically opened v only when the magnetic flux from the elec- I etromagnet' is in excess of a" predetermined measure and the depression in theman'ifold is in eXcess ofthat produced by the operation I I 50 of the engine running idle ori'ii'iin'ing under I a 4 loaoL' I 7. An air admission attachment coinpris ing a casing containing a tier'of three chanihers a valve seatand a valve co-acting therewith in the bottom-chamber, a springloaded piston in the intermediate ol'ianiberconneeted by a tubular rod tosaid valve,-and av solenoid coil in the top chamber, anauxiliaryvalve 60 co-acting With a valvefaceformed on the bottom end of said tubular 1od,- and having a stem extendingup through said tubular-rod into the'top chamber, a spring supporting saidauxilie'r vaive its seat, and an rus' tui'e Within the" s'olefioid airan ged to force I s i i I i I 

